Pump for motor-vehicle air brakes



April 2, 1929. R. v. WHITE ET AL PUMP FOR MOTOR VEHICLE AIR BRAKES Filed Aug. 28, 1926 3 Sheets-Sheet l mwntou R. V. flute;

7 A, 6mm);

April l9?9- R. WHITE ET AL 1,707,746

PUMP FOR MOTOR VEHICLE AIR BRAKES Filed Aug. 28, 1926 3 Sheets-Sheet 2 &

11?. Y wiiii'e P. .D. W an.

I R. v. WHITE ET AL 1,707,746

FUN? FOR MOTOR VEHICLE AIR BRAKES April 7 l 92 9.

Filed Aug. 28, 1926 3 Sheets-Sheet 3 1 RD-H ruv Z Z Z 2 I attzugqt Patented Apr. 2, 1929.

UNITED STATES 1,707,7'46 PATENT ioFFICE.

nnx v; WHITE, or moimn VALLEY, KANSAS, Am) PERRY n. Wynn, or USAGE, 10mnorm, ASSIGNOBS or ONE-THIRD T WILLIAM A. BROOKS, QF'MABLAND,'OKLA- HOMA.

PUMP FOR MOTOR-VEHICLE AIR BRAKES.

j Application filed August 28, 1926. Serial No. 132,188.

This invcntionrelates to brake mechanism for automobiles and motor vehicles generally, whereby pneumatic pressure is utilized toset the brakes when the same are applied.

The inventionrelates to a system whereby a given air pressureis created and maintamed, the action belng' automatic to throw an air compressor into gear for storing air and out of gear whenthe predetermined pressure of air has been reached.

The invention contemplates a brake operating cylinder and a manually-operable valve for admitting compressed air into the brake cylinder for applying the brakes and for releasing the air from the brake cylinder when the brakes are to be freed.

While the drawings illustrate a preferred embodiment of the invention, it is to be understood that in adapting the means to meet of the brake system showing the parts on a larger scale.

Figure 3 is adetail sectional View on the line 33 of Figure 1, showing the parts on a larger scale.

Figure Lisadetail View of the air compressure and the clutchmechanism for automatically throwing the same into and out of gear.

Figure 5- is a detail View of a manually operable valve for controlling the admission of compressed air to the. brake cylinder and releasing such pressure therefrom.

. Figures 6 and 7 are sectional views of the valve on the line 6-6, of Figure 5, Figure 6 showing the valve in position to admit compressed air to the brake cylinder and Figure 7 showing the position of the valve when releasing the air from the brake cylinder, and

Figure 8 is a diagrammatic view of a different arrangement of air controlling valve.

Corresponding and like parts arereferred to in the following descriptionand designated in the several views of the drawings by like reference. characters.

The numeral 1 designates the side bars of the chassis of a motor vehicle, and 2 cross bars connecting the same. The brakebeam 3 may be mounted in any determinate way lso as to apply. the brakes when required and said brakes may. be of any approved construction, depending upon the make ofthe vehicle and the arrangement of the brake elements.

A brake rod 4 is connected atone end with the brake beam 3 and at its opposite end with an arm 5 projecting from a rockshaftfi which is suitably mounted and providedwith asecond arm 7 which is connected to the rod 80f a piston 9 arranged to operate in a cylinder 10 constituting thebrake cylinder. 1 A spring 11 housed within the brake cylinder- 10 normally exerts a pressure upon the piston 9 to hold it at the limit of its rearward movement within the cylinder,- that is, when thebrakes are released. Thebrake cylinder10=may be conveniently positioned and supported-many determinate way according to the'make "of vehicle equipped with the invention.

A three-way valve 12 of the type substantially shown in Figures 6 and 7 is convenient- I ly positioned anda pipe 13 connects'one of the ports with an end of the brake -'c ylinder 10. A pipe 14 connects another port of the valve '12 with a pressure indicator15mounted upon the dash 16 of the vehicle, orother-' wise conveniently positioned for observation. The third port of the valve opens into'the atmosphere, as shown most clearly in Figures 6 and 7, whereby to vent the brake cylinder when the plug of the valve is turned to assume the position indicated'in Figure 73'The valve 12 may be controlled in any' determi- 'nate way, either by foot, as indicated most clearly in Figure 5,or by hand, as shown in Figure 8. A rod 17 connects anarm 18 of the valve 12with a foot lever '19. As-illustrated in Figure 8, a handle 20 is fitted to the plug or movablepart ofthe valve, and-the latter is shown mounted upon the steering column 21. A pipe 22 connects the pressure indicator 15 with a tank or storage reservoir 23 for holding the air under. pressure. The tank 23 may be conveniently located and supported in any preferred or determinate Way.

The numeral 24 designates an air pump -passing through a stufiing box provided the opposite end of the tank, the purpose being to prevent any loss of pressure.

piston rod 27 is provided with spaced colwhich the pipe 22 is connected. A piston pipe 25 connects the air compressor 21'- with an end of the tank 23, preferaoly the end to 26 27 at disposed within the tank 23 has its rod l he lars 28 and 29 adjustably connected thereto by means 0t set screws and which constitute stops foroperating a lever 30, whereby;

moved therein and effects a rocking oi"- the the compressor is automatically thrown into and out of gear. A 0011 spring 31 housed within the tank 23 vnormally exerts a pressure upon the piston 26 to hold the same at the limit of its movement in one direction,

that is, when the pressure within the tank 23 is below a given point. The tank or reservoir 23 is of cylindrical form and the piston 26 obtains a close fit therein to prevent loss of'pressure. The compressor 2% is adapte shown, a. gear wheel 31 loose on the shatt32 of the compressor is n mesh with a gear H'wheel 33, which.in turn derives power from the idle gear Sat-of the transmission.

in this manner the gear wheel 31 is continuously driven when the motor of the vehicle 18 runnlng. A clutch element 35 rotatable with the gear wheel 31 cooperates with a companion clutch element 736 splined to the V compressor shaft 32 and when the clutch ele ments 35 and 36 are in engagement the coin- .pressor 24is operated to supply air to the tank 23 through the pipe 25. As, the air pressure accumulates in the tank23, the piston 26 is moved against the tension of the spring 31, andwhen thepredetermined pressure has been obtained the piston 26v and rod 27 assumea position to bring the stop 29 in positionto operate the lever 30 to throw the clutch element 36 out of engagement with the clutch element 35, whereby the air com- 'pressor is thrown out of action. As the pressure Within the tank 23 reduces by operation of the brake, the piston 26 moves under the tension of thespring31 and when the pressure falls to a predetermined low point, the

piston 26 and rod 27 assume a position to bring the stop 28 in engagement with the lever 30, whereby the clutch element 36 is engaged with the clutch element 35 to throw the air compressor into gear, whereby the [tank 23 1s recharged with air to the required pressure which, when attained, operates to throw the air compressor out of gear in the manner stated. A spring 37 normally holds the clutch out of engagement until positively operated by the stop 28 coming in contact with the lever 30, when the tension of the spring 37 is overcome by the tension of the spring 31; i

shaft 6 whereby the brake beam 3 moved and the brake applied. Vi hen the valve 12 is moved to the position indicated in Figure 7, the pressure isreleased from the brake cylinder and the piston 9 is returned to normal position by the action-of the spring 11,

the air from the brake cylinder, escaping into the atmosphere through the vent portor the valve. As the pressure of air in the restobe drivenfrom a rotating part of the O1)1-' ating mechanism of the vehicle and, as 25,

ervoir 23 lowers the piston 26 is moved by theaction of the spring 31 and at a given pointrin the movement of the piston 26,-the stop 28 on the rod 27 comes in contact with the lever 30 and moves the sameto throw theclutch member 36 into engagementwith the clutch member 35, whereby the coinpressor is thrown intog'ear and operates to recharge the'tank or reservoir r A check valve 37 in the length of the pipe25 prevents loss of pressure when the air pump is inactive. A pipe 381's connected to the air tank 23 and provides convenient means for supplyingair to tires, tor-[inflating the same when required.

Having thus described the invention, we claim:

In a pneumatic air brake system for motor vehicles, the combinationof a storage tank,

an air compressor for charging said tank,

operating'incans for the air compressor ineluding a clutch and clutch operating lever, a

piston movable within the storage tank and actuated by the change of pressure therein, a

spring within the tank for moving the piston REX v. WHITE. {Lia PERRY nWYN [n.s] 

